Handle starter arrangement for gas hammers



' Original Filed July 25, 1950 y 4, 1954 s. B. MAURER ET AL 2,677,360

HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS 6 Sheets-Sheet l INVENTORS PF/v05? 5. Mamas- Howmea P, E'BEET ATTOR'NEY May 4, 1954 S. B. MAURER HANDLE STARTER ARRANGEMENT Original Filed July 25, 1950 ET AL FOR GAS HAMMERS 6 Sheets-Sheet 2 INVENTORS SPENCER B. MAURER R EBERT' HOWARD ATTORNEY M y 4 s. B. MAURER ET AL 2,677,360

HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS Original Filed July 25, 1950 6 Sheets-Sheet 3 INVENTORS SPENCER 8. MAURER Homqka P. [BERT ATTORNEY y 1954 s. B. MAURER ET AL 2,677,360

HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS Original Filed July 25, 1950 6 Sheets-Sheet 4 m2 0 M A INVENTORS SPENCER B. MAURE'R HOWARD F- EBERT ATTORNEY y 4, 1954 s. B. MAURER ET AL 2,677,360

HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS Original Filed July 25, 1950 6 Sheets-Sheet 5 INVENTORS. 5 SPENCER B. MAURER HOWA P. EBERT ATTORNEY y 4, 1954 s. B. MAURER ET AL 2,677,360

HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS Original Filed July 25, 1950 6 Sheets-Sheet 6 INVENTORS SPENCER B. MAURER HOWARD P EBERT ATTORNEY UN ITE'D STATES Patented May 4, 1954 HANDLE STARTER ARRANGEMENT FOR GAS HAMMERS Original application July 25, 1950, Serial No. 1 753- 42, which is a division of Patent No. 2,533,487, .dated December 12, 1%50. Divided ;.and this-anplication September 19. 1.95.1, Serial N -Zilli n 6 Claims.

This invention relates to a portable internal combustion engine, and more particularly to a starter arrangement for such ancngine.

This application is a further divisionofapplication SerialNo. 175,742, fi1ed JulyIZS, 195g, the latter being adivisional application ofapplication Serial No- 69Q,65 4, filed August 15, @1946, now Patent No. 2,533,487 issued on December 12,1950.

In theillustrative embodiment oftheinvention a portable-internal combnstion engine of ;a twocycle, single cylinder, air cooled type, is used to power a tie tamper tool, which includes a tamping ,bar mounted vertically in the lower endof the tool. flhe engineiis mounted directly ove a umi m hou ina wh ch o m t main bodyof z the tool and has a pair of handles o a inlin w t and in t ab ve 1. 3 ent of gravity o the ol as e bl rt ssur aimicnfl balance for'easyhandlingofthetool. Qne of -the n e s pe a ve onn,eote.d 3 a s a tin r a an em t,.whc eb th ql n stq may start the engine while holding the tool in operating p sit o Qnc fih e in i thu lst tsdrs d handle is automatically locked in fixed position t serve, in --.coni c on with th .qthsr and as a i m n pula in means- Brmccnso th h nd t te ranseme o .th iimaenti nsm tool can b nse mo .efilm ntlyr 'cc whitewa e av g of time an imprqvc ve enc T m obj c o thisinvcntiqn is h 11 1; 30- duc fa novel s art nam ha ism h ch :Wi enable the operator to. star th nneraticn-p t tool by a simpl m nua thrus Anoth r o ect of th inv n is to provid an arrangement vof operating handles ior :the to l whi h a o isposed i rc ation to th center of gravity ofthe tool; that, the entire device is easily moved from place to-place while the mechanism; is still in; operation.

Another object -is the ,use of a novel latch arranged so that ;'.the t'handle by which the machine is;started may be easily released -or slammed intoa lockedpositiontby thero-perator while the mechanismis inr-vibratory operation.

.Another. object of the invention i is v.to provide a member which :willhave-theqtwo+fo1d function of aha-ndle useful .indirecting the stool when in operation andota starter-for the engine.

Other objects and structural :details .of the invention will be apparent .I from the.'description when read inconjunctlonwith the accompanying drawings, wherein:

' Fig. 11 is a -view, in pe'rspective, of .theatool of the present invention, shown adapted ifor Ethe '2 tamping operations, with the starter handle in the lowered position;

,Figs. 2 and 3 are respectively front and ,side views of the tool in elevation, with the starter handle in the raised or normal-position;

Fig. 4"is a longitudinal section taken along {the line 4-4 of Fig. 2, theflower part of the [toolbeing shown in elevation;

Fig. 5 is a sectional viewof the upper portion of the tool, similar to Fig. 14 button a larger scale, and showing theengine and transmission and starting mechanism;

Fig. 6 is a side elevation of the upper portion of the starter handle, showing the latch in horizontal position;

Fig. 7 is a View looking downward showing-the latching device in plan, and ,thestarter handle in section, as indicated vlay-the. arrows 9 inFigr6;

Fig.8 is a detailview of the latch, in elevaftion, as Viewed from the left of 6;

Fig. 9 is another .elevational view of th e,1atch as seen from thebottomoifjig. 6;

Fig. 10 ,is 'a longitudinal sectional yiewof the transmission mechanism shown in .relat ion to he t rte hana 'e nd s a with nemt r n n clutch in position for starting .operatiQll;

vF sis draw .t la e ca han Fig 2 and, 3. Fig. '5 is on a larger scale than .FigfA; W i F s- 1 01 J ll r he ars .F s- -,6 1 and 9 are the' '1nos t enlarged, being drawn toltwice the scale of Fig.5.

Asshown in Big. 1, thetool of the invcntion is a portable, unitary structure which may @be ma ipu t d by 9 or two twi b mean :Q o l n on e e l d sp se handle 1 and Ml For purposes'of. description, the tool may be considered as {divided into a plurality of c r ect nso part c din u pe portion 15, a -downwardly;e, xten iing barrel-l6,

n a ba x sn iqn nos iflsisnsi n-c s uop ts w ki s rn lem L whi in h p s t n ance i a 1 tamin rba T n m sio me ns. here na te on fully e rib d co i e r nam 5 a ksbai- 2 driv b th pist '21 ma n c ank hat c uat d by the en in ;ank;sh it .th si n i nand en n rar dz connect n mass hctw cnth znia nc ankshaikzfl and-t eses. 1

.Th u pe nortion o the 1190.01 contain the nterna omhustipncn ne :andrccn ols the ior, including the starting :mechanism and ily- .wheel magneto. Inathe, -i1lustrative embodiment therengine is -of the stwo cycle type. :The .prin cipa1;.-supporting .ele ment *ior the .-.engine is .a frame-piece. or crank casea-fi I to which is-bolted 3 a cover 6|, the frame piece and cover bein made of aluminum, and cooperating to form an air-tight crankcase chamber 62 through which the connecting rod 63 passes. The driving piston 2| reciprocates within a cylinder 64 in the cylinder head 65 secured to the frame in conventional manner. It will be seen that the piston 2| divides the interior of the cylinder 64 in such a way as to separate the upper chamber 66 from the lower chamber 62 which chambers may be respectively identified as the "combustion chamber and the pre-compression chamber. A mixture of gasoline and air is introduced into the combustion chamber 66 through a port 67 in the cylinder 64 while burned gases resulting from the explosion within the cylinder will escape through an exhaust port 68. The port 61 communicates with a transfer passage 69 formed in the cylinder head. The flow of gasoline and air into the precompression chamber 62 is controlled by a carburetor (not shown).

Transfer passage 69 communicates also with the precompression chamber 62 by a port 16 in the piston, whenever port 16 registers with a complementary cylinder port. The port 61 is controlled by the piston 2| and is open only in the lowermost operative position of the piston, as in Fig. 5. In the operation of the engine an explosive charge, previously introduced into the combustion chamber 66 is ignited by a spark plug 16 mounted in the cylinder head 65 and extending into chamber 66. The piston 2| is thereby driven downward through its power stroke, and near the end of its downward movement uncovers exhaust port 68. Shortly after the opening of such port, the piston 23 uncovers port 61 and a precompressed mixture of gasoline and air flows into the combustion chamber 66. The mixture is directed upwards by a curved deflecting surface '14 on the head of the piston 2| and forces the burned gases downward and. out of the exhaust port. Near the start of the upward or return stroke of the piston the port 6] and exhaust port 68 are closed. As the piston 2| continues its upward movement the precompression chamber 62 expands in size and draws a fresh mixture of air and gas from the carburetor. The fresh gases are prevented from entering the combustion chamber 66 at this time. While a new charge is thus drawn into the precompression chamber 62, the one previously admitted to the chamber 66 is compressed and as the piston reaches its uppermost position is ignited and explodes. The downward movement of the piston resulting from the explosion again reduces the size of the precompression chamber 62 and the gases within the chamber are first compressed and later transferred through the supply passages 69 to the upper chamber 66. The engine thus completesa cycle of operation in two strokes or one reciprocation of the piston; each descent of the piston being a power stroke occasioned by an explosion in the combustion chamber.

Motion is transmitted from the piston 2| through the engine crankshaft 22 to the main shaft 23. The engine crankshaft 22 is rotatably supported in ball bearing assemblies 16 and TI, the latter being mounted in the frame 6|. The left hand end of the engine crankshaft (as viewed in Fig. extends into the crankcase chamber '62 and has keyed thereto, as at 18, a crank arm 19. Arm 19 has an outwardly projecting stud 8| extending into a cylindrical aperture 82 in the connecting rod 63 and is also formed with a fan-shaped counterweight 83. Needle bearings ae'wset 86 are provided for the easy rotation of the stud 8| within the connecting rod receiving aperture 82.

For effecting return motion of the piston 2| and thereby of the piston hammer assembly, a fly-wheel 84 is mounted upon the outer end of the engine crankshaft. The kinetic energy stored in the fiy-wheel 84 on the power stroke of the piston 2 in conjunction with the counterweight 83, is suflicient to continue the rotation of the crankshaft 22 and to transmit through the crank arm 19 and connecting rod 63 force for the return stroke of the piston 2|. The connection between the rod 63 and the crankshaft 22 is such that they are constrained to move in unison, and operation of either element effects a simultaneous operation of the other. Their relationship as driven and driving elements is mutual and reversible.

The ignition system of the tool includes a hywheel magneto mechanism for generating an electric current which is supplied through a cable 85 to the spark plug I6 and is adapted to supply interrupted current under the control of suitable timing or circuit breaking mechanism. The fly-wheel magneto and circuit breaker are combined in a unitary structure which in itself is old and well-known. An embodiment thereof with some modifications not material to the in vention is more fully described in Fitch Patent 2,333,419. It need merely be said that in the present construction the permanent magnet 87 is secured to the fly-wheel 84 and acts as the rotor which sets up magnetic lines of force as it revolves around the stationary coil 88, thereby inducing current pulsations which are transmitted through conductor 85. The fly-wheel magnet mechanismis mounted upon the right hand end of the crankshaft 22, being keyed thereto at 89 and retained against longitudinal movement along the shaft by a suitable nut 96 and. washer 9|. The magneto housing 92, secured to the crank case or frame 6|, serves as a support for the ball bearing 16 in which'crank shaft 22 is mounted.

The engine crankshaft 22 drives the main crankshaft 23 by means of pinion 93 on the engine crankshaft and the gear wheel 94 which is integral with the main crankshaft. Main crankshaft 23 is rotatably mounted in the frame 6| by needle bearings 96 and ball thrust bearings 97, and is provided at its forward portion with splines which form a pinion 68 to cooperate with the toothed clutch ring 99, as hereinafter described. The inner face of gear wheel 94 is provided with a stud |6| which projects into the circular aperture I62 in the terminal portion I63 of the cage connecting rod 24, a bushing I64 being disposed between the stud and the rod terminal. Connecting rod 24 is connected at its lower end to the cage 26 by wrist pin 55, as hereinbefore described. It thus may be seen that the reciprocal motion of the engine or driving piston 2| is transmitted through the connecting rod 63 and the crankshaft arm 19 to impart rotary motion to the engine crankshaft 22 and that in operation the engine crankshaft 22 drives the main crankshaft 23. Crankshaft 23, through the cage connecting rod 24, acts as a reciprocating driver for the cage 26.

The toothed clutch ring 99 and rollers I66, as shown in Figs. 5 and 10, cooperate to form a clutch mechanism between the starter shaft l6! and the main crankshaft 23. Ring 99 is formed with an axial bore I66 and with a toothed pe- 'ri'phery' IIl9 to gear with the' s'pl-in'ed portion of the main-crankshaft The inner wall of thering 99 is provided with an annular recess I-II (Fig. 5) to seat a fiangedbearing ring I12, the body of which is brazed to-the clutchring 99 and the" flange" H3 of 1 which forms'a' bearing for the ring assembly upon" the'starter' shaft III-I Thebearing ring H2 is used-only'to simplify machining operations in the manufacture of the=clutch ring; otherwise said clutch ring and flanged' ring can be made unitary. Flange-I-'I3" isseated-in-afelt washer H5. The axial bore'I08 -of the-clutch ring 99 is provided with aplurality of spaced slots I I 6 (Fig. circumferentially arranged and extending axially from the body of the brazed ring to the outer wallof the clutchring. slot is formed with an adjacentarcuate portion III the purposejof which will beexplained. As'best shownin Fig.- 5, thestartershaft Illl is mounted in the frame SI; its endportio'ns being supportedby needle bearings H8 and" H9 which. are carried respectively by the frar'neG'I' and the starter cover I2I; The-shaft isfbrrned with a central portion I22o f larger diameter; the outer'ra'dial face of whicliservesasa locat ing shoulder I23. A washer I24"is'disposed between the shoulder I23 and the starter cover-HI. The flange N3. of thefiange ring IIZ abuts against'the outer'radia'l'wa'll of "the terminal I25 of the starter handle I3, the inner wall I26 of said handle abutting against the frame 6|. In this manner the frame maintains the starter shaft Ill'I against axial movement inwardlyand the-starter cover I2I maintainsait against axial movement outwardly. H

The periphery of the central portion I22 of the starter shaft I0! is formed with a plurality of longitudinally extending spaced grooves I29 which serve, in conjunction with the cooperating slots H3 in the bore of the clutch ring 99, as seats for rollers I06 to form a clutch as previously stated. Each peripheral groove has an arcuate portion I311 throughout its length which has the same radius as a roller and forms a shoulder adapted to engage a roller to force it against the arcuate portion III of the slot IIB when shaft I0! is rotated counterclockwise (as viewed in Fig. 10) by the rotary thrust of the starter handle I3. One of the rollers I06, which will be at rest upon the upper portion of the starter shaft when the tool is not in operation, will wedge between a shoulder I30 of the starter shaft I9! and an arcuate portion In of a slot H6 when the shaft is actuated. In Fig. 9 such engagement is shown in the 10 o'clock position, although in actual operations such engagement or clutching may take place at any point in the upper portion of the shaft. Clutching will not be effected in the lower regions since the rollers will drop by gravity into the slots IIG when the tool is at rest. Motion is imparted to the starter shaft by a sudden downward thrust by the operator of the starter arm I3 whose inner terminal I25 is provided with teeth I32 to engage splines I33 formed on the forward portion of the starter shaft I01. Such starting motion of the starter shaft is counterclockwise and the clutch ring 99 moves in the same direction at the speed of the starter shaft. Said clutch ring transmits motion at a higher speed to the main crankshaft, thence at a still higher speed to the engine or magneto crankshaft 22. As the engine picks up speed, the clutch ring will overrun the starter shaft and the rollers will be urged by centrifugal force into the slots II6 where they will remainthroughout tlie=rioimial operation ofi the tool.

In the illustrative embodiment the total gear" ratio from the starter' shaft- I Il-I t'o-tlie engine crankshaft 22 is-1124 to 1. Thus a quarterturn of the starter" shaft will t'urntheengine over- The-gear ratio between the engine cranlfishaft' arena the main crankshaft 2 3 is about 2 .8510 =1;

The" advantages of' using" a high speed motor" with gear reduction are-more power percubic inch" of motor, morecooling air with a" smaller fan; better magnetdoperation (hotter spark y-and" smoother operation due tolarg'er number o smaller motor impulses" and accentuated fiy=- wheel eifect of the 'rather heavy 'magneto rotori:

When the tool isnotain operation" (Figs; Za'nd 3) the starter handle" I3 is maintainedin' locked position against'one side of ;the:too1' b'y'the latch'- ing mechanism I34; best shown in Figs: 6", 7; 8 and9'. handle is clear of the. latching mechanism, asin Fig; 1. hatching mechanism I34"'co'mprisesastud I35 screwed into thefrafn'e" 6'1 a latch I36? which is pivotally mounted on. the outer e'n'd of' the stud andis provided with a" handle" I31} a helical spring ISS'Jmoun'ted upon the studitourg'e the latch outward, a nut I39 'preventing'outward movement-of the latch, and a co'tter'pin. I lilrtd secure the nut on the stud I351 The sprirrgis formed with an extending terminal II which is in pressing engagement with the frame GI at I42 (Figs. 1 and 2) and with an extending terminal I43 (Figs. 6 and '7) at its other end which engages projecting arm I44 of the latch. In the normal position of the latch the spring urges the latch in a counterclockwise direction so that the arm I44 (Fig. 7) rests in a depression I45 (Fig. '7) in the housing, the handle of the latch pointing downwardly and to the left as shown in Figs. 1 and 3. When the operator shuts ofi the motor and desires to lay the tool aside, as is frequently required under working conditions on the railroad tracks, he slams the starter handle upwardly and inwardly. The cross bar I46, in the area indicated at I41, then strikes the outer end I48 of the latch handle I31 cam.- ming it upwardly and clockwise against the resistance of the helical torsion spring I38. As the upward and clockwise motion of the cross bar continues, the bar in the area indicated at I49 (Fig. 6) strikes the projection I5I of the latch causing a further camming action upwardly until the cross bar finally clears the latch which then is sprung downwardly in a counterclockwise direction until its movement is arrested by the projecting arm I44 falling into the depression I 45 of the housing. The handle is thus quickly locked into a position which is inoperative for starting purposes but operative in the sense of enabling the manipulation of the machine durin tamping operations. It is not necessary for the operator to transfer his grip from the starting handle after starting the machine since this handle is also used for manipulating the unit. To unlock the latch, it is merely necessary for the operator by manipulative pressure to lift the latch in a clockwise direction, slightly beyond the horizontal position shown in Fig. 6 and move the starter handle I3 outwardly in a clockwise When the tool is in operation, the starter" direction to the position shown in Fig. 1. He then by a quick thrust of the starter handle can start the motor. A locating pin I52 projecting from the frame 6| cooperates with a recess I53 in the cross bar of the starter handle to maintain the handle in rigid position when locked, so as to minimize damage from accidental blows to which the tool is subjected under ordinary working conditions.

What is claimed is:

1. In a portable internal combustion engine, a starter arrangement comprising a manipulable member pivotally mounted at one end to the engine structure and having a handle at the other end, means to latch the manipulable member in stable position so that the handle may be used for positional maintenance of the engine, a transmission means associated with the main crankshaft of the engine, and an overrunning clutch means coupling the manipulable member to the transmission means when said member is moved in one direction about its pivot.

2. In a portable internal combustion engine, a starter arrangement according to claim 1 wherein the overrunning clutch means is comprised of a starter shaft formed with a plurality of axial grooves in its periphery, each groove having a leading sloped portion and. a trailing arcuate portion, a driven member forming part of the transmission means and having a bore provided with a plurality of axial slots, each slot having a leading wall formed with an internally and rearwardly facing arcuate portion of the same radius of that of the arcuate portion of said groove, and a plurality of rollers disposed between the starter 8 shaft grooves and the slots of the driven member, each of said rollers having a radius equal to that of the arcuate portions.

3. In a portable internal combustion engine, a starter arrangement according to claim 2, wherein the pivoted end of the manipulable member is securely affixed to the starter shaft.

4. In a portable internal combustion engine, a starter arrangement according to claim 3 wherein one or more of the rollers are adapted to engage the arcuate portions of the starter shaft and the driven member when the manipulable member is moved in one direction about its pivot, and to disengage said arcuate portions and rest in the slots of the driven member, as a result of centrifugal force, when the driven member overruns the starter shaft.

5. In a portable internal combustion engine, a starter arrangement according to claim 4, where in the number of grooves formed in the starter shaft exceeds the number of slots in the driven member.

6. In a portable internal combustion engine, a starter arrangement according to claim 5, wherein the transmission ratio between the starter shaft and the main crankshaft of the engine is about 11.4 to 1.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,443,248 Defordt Jan. 23, 1923 1,719,881 Farmer July 9, 1929 1,973,218 Mikulasek Sept. 11, 1934 2,164,673 Yarian July 4, 1939 

